Locomotive-engine.



. F. J. COLE.

'LOGOMOTIVE ENGINE. APPLICATION FILED SEPT. 10, I914 1,1 20,372,, Patented Dec. 8, 1914.

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FIG. 1:.-

WITNESSES;

F. J. COLE.

LOGOMOTIVE ENGINE.

APPLICATION FILED 51121.16. 1914.

1,120,372. Patented Dec. 8, 1914.

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"FIG-.9.-

OFlGE.

LOCOMOTIVE-ENGINE.

Specification of Letters Patent.

Patented Dec.'8, 1914.

Application filed September 16, 1914. Serial No. 861,981.

To all whom it may concern:

Be it known that I, FRANCIS J. Conn, of Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in L0- comotive-Engines, of which improvement the following is a specification.

My present invention is an improvement upon those for which Letters Patent of the United StatesNos. 1,024,620 and 1,000,230 were granted and issued to me under dates of April 30, 1912, and April 29, 1913, respectively, and its object is to provide a construction of the type exemplified in said Letters Patent, which shall be desirably applicable in locomotives having fireboxes located above their main driving boxes, and in which, consequently, the use of driving springs which are placed above the frames, as in ordinary practice and in the Letters Patent aforesaid, is rendered impracticable.-

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a plan view of a portion of one of the side frame members of alocomotive and of the adjoining parts of a construct on embodying my invention; Fig. 2, an outside View, in elevation, of the same; Fig. 3, a view, in elevation, as seen from the front; Fig. 4, a similar view, as seen from the rear; Figs.

5 and 0, views, taken correspondingly to 1 and 2, respectively, illustrating a modification of structural detail; Fig. 7, a view in elevation, as seen from the rear, of the construction ofFigs. 5 and 0; Fig. 8, a similar iiew, as seen from the front; Figs. 9 and 10, views, taken correspondingly to Figs. 1 and 2, respectively, illustrating another modification of structural detail; Fig. 11, an outside view, in elevation, illustrating another structural modification; and, Fig. 12, a view, in elevation, of the construction of Fig. 11, as seen from the rear.

Referring first to Figs. 1 to iinclusive, my invention is, as in Letters Patent Nos. 1,021,020 and 1,000,230 aforesaid, exemplified herein as applied in a locomotive engine, the side frame members of which are of standard bar type, and comprise, so far as relates to the portions thereof in which the driving axles are fitted, top rails, 1, bottom rails, 2, and pairs of connecting pedestal jaws, 3, the lower ends of which are connected by pedcstalties,5. Each of the driving boxes, 4, is provided with a lower lubricant cellar, t, and is fitted in the pedestal jaws, between a wedge, 4:, and a shoe, 4, and bears on one of the journals, 6, of the driving axle, (3, on which the driving wheels, 7, are secured. The driving boxes and driving axle journals are, as in the Letters Patent aforesaid, made of materially increased length, as compared with those of ordinary practice prior to said Letters Patent, by the provision 'of supplemental or auxiliary pedestal jaws, S, which are secured to the inner sides of the main pedestal jaws, 3, by bolts, 8, and are connected by integral transverse webs or braces, 8".

The constructions disclosed in my prior Letters Patent before referred to, are well adapted for use in connection with springs which are located above the frames, as is most generally the case. Other designs of spring arrangements, in which the springs are placed below the upper frame rails, are, however, practicable, and in some cases, desirably applicable or positively essential. In order to all'ord facilities for effecting such application with structural and operative advantage, in the practice of my present invention, a longitudinal equalizer, t, is located adjacent to the inner side of the top rail, 1, of each of the side frame members, above each of the driving boxes, 1, of the main driving axle, (5, on the top of which driving box, and in or near the middle transverse plane thereof, it is directly seated. The end portions of the equalizer, 9, are bent or curved dmvnwardly, and the ends of the ra ualiaers are articulated, by pins, 9, to spring pockets, 9", which are formed integral with the outer end portions of transverse equalizers, 11, which extend, across the locomotive, in front and in rear, respectively, of the pedestals, The spring pockcts are located, in substantially vertical po' sitions, hcloiv the top frame rails, 1. their vertical longitudinal ccntral planes coinciding, as nearly as may be, with those of said frame rails. Supporting springs, 9, 9, are seated in the spring pockets, 9", and interposed between said pockets and suitable wardly extended pedestal jaws, driving equalizers for transmission of weight from boxes fitting in said pedestal jaws, supp0rtthe former to the latter and to the driving ing springs located below the upper frame boxes.

rails, equalizers seated on the driving boxes; FRANCIS J. COLE. 5 equalizers extending longitudinally in the Witnesses:

planes of the frame members, and connec- S. W. TYLER,

tions from said equalizers to the driving box FRANK F. SCOVILLE. 

